Engine-starter.



2 SHEETS-SHEET 1.

C. HUNT.

ENGINE STARTER. APPLIG ATION FILED IVB. 9, 1910.

Patented Apr.18, 1911.

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G. HUNT.

ENGINE STARTER.

AyPLIoATIoN FILED H1B. 9, 1910.

Patented Apr. 18, 1911.`

Caml HUT l I l I I'I man' IVITNESSES ATTORNEY.

TO'aZZ 'uf/icm t may concern:

useful EngineStarter; and I 'UNITED sTATEs 'PATENT OFFICE.

v CARL HUNT, oF INDIANAPOLIS, INDIANA.

ENGINE-STARTER.

Be it known that I, CARL IlU-N'nof Indianapolis, county ofMarion, andState of Indiana, have invented-a certainnew and do hereby declare thatthe Ifollowing is a full, clear, `and exact description thereof,reference being had to theaccompanying drawings:y

The object of this invention 1s to provide a practical means for easilystarting internal combustion envines.

The chief feature of the invention consists in providing means forforcing prop erly proportioned amounts of liquid fuel and air togetherand simultaneously into the combustion end ofV an engine cylinderpreparat-cry to startingthe engine7 so that the fuel and air will mixwhile enter-iner the cylinder and form an' explosive gas sufficient tostart the engine.

yAnother feature consists in. employing compressed air for moving liquidfuel from a sultable reservoir tothe cylinder preparatory to startingthe engine, whereby air and fuel will besupplied together and mixed forforming the explosive gas.

Another feature of the invention consists in providing in connectionwith the -plu- .rality of engine cylinders a. separate liquid fuelreservoir connected by a pipe with each cylinder, a compressed air tank,and a selective valve mechanism for controlling the admission of air tosaid fuel reservoirs so that air will be admitted only to the reservoirthat is in communication with the cylindery which is ready toy spark. Tothat end the tubes from the valve mechanism are numbered and a timerprovided that is actuated by the engine shaft for indicating which thefollowing descri cylinder-is ready to spark. This timer may be a yisualone to be observed by the chauffeur, for indicating to him which valveto operate, or there may be an automatic connection between the timerand valve mechanism.4 Only the former is herein shown.

The nature of' the'invention will be understood from the accompanyingdrawings and tion and claims.

In the drawings Iigure 1 is a central vertical longitudinal sectionthrough the forward 'portion of an automobile showing the engine andassociated mechanism4 and with the hood andother parts partly brokenaway. Fig. 2 isl an `elevation of the means for v controlling thestarting mechanism,

.thereof with and shaft 36.

Specification of Letters Patent. Patented Apr, 18, 1911, .Application`tiled February 9, 1910. Serial No. 542.961. l

I `1g. 2. Fig. 5 is a vertical transverse section on the line 5-5 of F1central vertical longitudina section through a portion of the fuelreservoirs on the line '6 6 of Fign. Fi'g. 7 is a central verticalsection on a large scale through the air and fuel nozzle construction asshown in Fi 6. Fig. 8 is a section on the line 8 8 of ig. 7. Fig. 9 is asection on the line 9-9 of Fig. 6. Fig. 10 is a section throu h one partof anengine cylinder showing-t e fuel inlet 'valve mechanism.

In detail 10 represents the Hoor of an automobile immediately in frontof the seat on which the chauffeur sits.

11 is the dash, and 12 the hood.

13 are cross bars which support the crank case 14 containing the engineshaft 15.

16 are the engine cylinders.

A compressed air tank 2O is mounted on the cross bars 9.1 and issupplied with compressed air from a pumpl or other suitable sourcethrough the pipe 22. The tube 23 leads from said compressed air tank tothe chamber or lpassageway 24 in the valve mechanism contained in thevalve casin 25 that is secured to the rear wall of the ash` board so asto be plain and accessible to the chauffeur while seated.

The four cylinders and the condition V reference to sparking isincl-icated b v the hand or indicator 30 passing over the dial 31 whichis secured 'on the rear surface of the dash-board 25. This dialhas fournumerals representing the cylinders. andthe hand or indicator 30 isldriven and controlled by the engine shaft 15 to the bevel wheels 32.33. 34, 35 The wheels 33 and 34 are on the same shaft mounted `in thebearing 3T, and the shaft 36 is mounted in the bearing 38 secured to thefront wall of the dash. The gearing is such as to always cause theindicator 30 to point to the number of the cylinder ready to spark. Inthe form shown in Fig. 2 this cylinder is No. 1.

A tank 40 is mounted on the cross bars 41 and is divided up into fourseparate reservoirs by a partition 142, see Fig. 6. There is onereservoir for each c linder and there is communication between thereservoir and its under the casing 1. Fig. 6 is a.

viewed from the line '2-2of Fig. 1. the dash Fig. 4 is a verticalsection on the line 4-4 of corresponding cylinder through thenozzle 42and pipe or tube 43. The nozzle 42 is an air nozzle which leads from theupper part of the reservoir, and air enters itbecause the compressed airtube 44 enters also the upper part of the reservoir, and the reservoir-is not wholly filled with gasolene, so that, as

shown in Fig. 6, compressed air will shortcircuit from the pipe 44 intothe nozzle 42. lVithin said air nozzle 42ithere i's valso a fuel nozzle45 that leads from fthe lower part of the reservoir, being mounted onbrackets' 46k vend of the fuel nozzle 45,'and the end'ofthe fuel nozzleis bent so as to space it somewhat from the wall of the air nozzle. 42.The action of this mechanism is such that as compressed air'enters thereservoir it will increase the pressure on the body of the liquid andtend toforce fuel out through the nozzle 45'. Also? the passage of airthrough the air nozzle 42 past the fuel nozzle 45 would tend to drawupliquid fuel through the latter and the air and liquid-fuel will bothpass through the aperture 48 in the spray plate 47, which will ten-d tospread the fuel and viniir it with the air, and this mixing con-l tinuesas the air and fuel passes through the entire length of the tubes 43 tothe inlet to the cylindenas shown in Fig. 10. The tube 43 screws into athreaded valve casing `50 in the cylinder which has a flaring valve seat51 closed by a conical valve 52 with guide wings 53 thereon. The valveis closed by the spring 54'whichl is inthe end of the valve casing 50that projects into the cylinder. The extreme end of said valve casing isclosed to furnish a seat for the spring, but there is a. side port 55for the issue ofliquid fuel and air which have become'or are fastbecoming sufficiently Imixed to constitute combustible gas.

There is-a tube 44 leading to each fuel reservoir from the valvemechanism in the casing 25 so that there are four of said tubescorresponding to the four valve heads to be seen-in Fig. 2 and overwhich the 'numerals are placed corresponding with the numerals on thedial 31. The valve heads 60 are on valve stems 61 connected withyconical valves 62 which control ports between the passageway or chamber24 that is in communication With-the tubes 23 from the compressed airtank 20, andthe passageways or chambers 63 that are in communicationrespectively with thel tubes 44 going to the fuel reservoirs.

\ engine.

to the extent substantially as shown in Figs. 5 and 6. Air is maintainedcompressed in the tank 20. lVhen it is desired to start the engine thechauffeur pulls the valve head160 that isunder the numeral on the casing25 corresponding with the numeral to which the indicator 30 points onthe dial 31. In the drawings that numeral is 1 When this is done thevalve 62 is opened and compressed air rushes throughA pipe '23, chamber24, chamber 63 and pipe 44 to the first fuel reservoir and thencethrough the upper part of it and through the nozzle 42 whereit bringt-1fuel out from the nozzle 45, and the airand.

' .fuel pass through the pipe 43 to the first cylinder and charge it.Then by operating the ignition mechanism, gas thus introduced into saidVcylinder will explode and start the engine. As soon as this is-accomplished the valve head 60 is released and the spring 65 closes thevalve and the starting mechanism remains'then in unused condition untilit is desiredtostart the engine again.

In order properly. to regulate the proporf tion of air and fuel thatthus ,enter the cylinder to start it, therex is provided the valve 70 1nthe nozzle 42 which is controlled by the crank 71 and all of said cranksare connected by the rod f2-so asto be operated readily by the chauffeurwhile seated. v This can be adjusted or set and left in such conditionuntil it requires readjustment.

.A general fuel supply tube 75 is shown in Fig. l and also an vexhausttube 76 for the What to secure by Letters Patent is:

1. A .mechanism for starting combustion engines 'including thecombination with an engine cylinder, ofa liquid fuel reservoir, a ductleading from the top thereof to the cylinder, meansfor forcing air underpressure into the top of said reservoir, aliquid I/claim as my inventionand' desire V fuel nozzle lea-ding from the lower part of saidreservoirto said duct, and aispray plate placed in said duct withan'openmg spaced from and opposite to the outlet yend of said fuelozzle.

2. mechanism for starting `combustion engines including thecombination'with an engine cylinder, ofa liquid fuel reservoir, a ductleading from thev top thereof to the cylinder, means for forcing airunder pressure into the to -of said reservoir, a liquid fuel nozzleleading from the lower .part of said reservoir to said duct, and a valvein said duct preceding the end of said fuel nozzle for regulating thesupply of air passing through` said duct.,

3. A mechanism for starting combustion engines including the combinationof a pluf.

rality of engine cylinders, ofv a reservoir for each cylinder, a ductconnecting each reservoir with its corresponding cylinder, a tubeleading to each reservoir for conveying comressed air thereto, and avalve mechanism or predetermining the tube into which compressed airshall enter.

4. A mechanismfor starting combustion engines includin the combinationwith a plurality of engine cylinders, of a liquidl y' f5. A mechanismfor starting combustcln engines includin lplurality of engine cylinders,of a liquid the combination with a uel reservoir for each cylinder, atube leadin from each reservoir to each cylinder, a va vein each tubefor controlling the passage of compressed air therethrough, a compressedair tank, compressed air passages eadinl from the compressed air tank toeach ely reservoir, and valve mechanism with which the said compressedair passages are connected for selectively controlling the flow of comressed air therethrough.

6. A meclianism for starting combustion engines including thecombination With a lurality of emgmecylinders,l of a liquid uelreservoir for each cylinder, a tube lead- 'ing from each reservoir toeach cylinder, a

valve in each tube for controlling the passage Vof compressed airtherethrough, a comressed 4air tank, compressed air passages lbading.from the compressed air tank to each fuel reservoir, a valve forcontrolling the' flow of compressed air'through each passage, and timfinmechanism for indicating which of said va ves to operate.

In Witness "whereof, I have hereunto aixed my signature in the presenceof the Witnesses herein named.

Y CARL 4HUNT.

Witnesses G. H. BOINK, `O. M. MCLAUGHLIN.

(opies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents.

Washington, D. C.

